Pneumatic dispatch tube



4 Sheets-Sheet 1.

(No Model.)

0. A. LIEB.

PNEUMATIC DISPATCH TUBE.

Patented Feb. 26

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(No Model.) 4 Sheets-Sheet 2.

- 0. A. LIEB.

PNEUMATIC DISPATCH TUBE.

No. 398,414. Patented Feb. 26, 1889.

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0W1 M @WW (No Model.) 4 Sheets-Sheet 3.

C. A. LIBB.

PNEUMATIC DISPATCH TUBE.

No. 398,414. Patented Feb. 26, 1889.

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G. A. LIEB.

PNEUMATIC DISPATCH TUBE.

No. 398,414. Patented Feb. 26, 1889.

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N. PETERS.'PlwOn-Lilflcgrapher, Washington. a. C.

UNITED STATES PATENT CHARLES A. LIEB, OF NEWV YORK, N. Y.

PN EUMA'TIC DISPATCH-TUBE.

SPECIFICATION forming part of Letters Patent No. 398,414, dated February 26, 1889. Application filed November 23, 1888. Serial No. 291,643. (No model.)

To all whom it may concern.-

Be it known that I, CHARLES A. LIEB, a citizen of the United States, and a resident of New York, in the county of New York and State of New York, have invented certain new and useful Improvements in Pneumatic Tubes, of which the following is a specification.

My invention relates to improvements in pneumatic tubes of the class illustrated and described in the United States Letters Patent granted to Henry Clay, dated November 4, 1884, and numbered 307,437, although not limited to pneumatic tubes of that specific construction.

More particularly described, my invention I relates to certain valves which are employed in such lines of pneumatic tubing, both in the length of the tubing and also at the terminals, whereby the air-currents are compelled to continuously traverse the entire system of tubing, and through which the carriers may pass either for delivery at the terminals or to continue their desired course through the tubes; and thcinvention consists in substani tially the construction and arrangement of the said devices hereinafter set forth and illustrated in the drawings hereof.

In all the figures of the drawings the same reference-letters indicate the same parts.

Figure 1 illustrates a sectional view of my invention when constructed and arranged to operate as a valve in the line of tubing. Fig. 2 illustrates a sectional view of my invention when constructed and arranged to operate as a valve terminal. Fig. 3 illustrates a view,

partly in plan and partly in section, of a short system of tubing with the receiving-cocks, line-valves, terminal-valves, and switch in position. It illustrates the operation of the several devices when in use. Fig. 4 illustrates an edge view, in. elevation, of my valve. Fig. 5 illustrates a plan of the diaphragnrvalve slideway and frame thereof. Fig. 6 illustrates an end view of the diaphragm-valve slideway and frame thereof.

Before describing the construction and opl eration of my invention it will be well to state that one of the advantages incident thereto is that itmay be used either as a valve in the line of tubing for the purpose of deflecting the current of air, thus maintaining circulation without obstructing the passage of the carrier, or as a delivery-valve at the end of the main line, or at a sub-station through which the carrier will pass and drop from the tube, the air-current continuing in circulation through the valve. All that is needful to effect this dual use of the invention is to change the location of the opening in the side of the valve-case, as will be hereinafter set forth.

I I will first describe the invention when arranged to act as a valve in this line of tubing and having special reference to Fig. 1.

A is a circular annular casing, preferably made of metal. B B are two side pieces adapted to be screwed to the edges of this annular casing A.

C is a diaphragm or partition which fits airtigh t, or practically so, within the annular casing A. It may be cast in one piece with the annulus, as shown in Fig. 1, or it may be made separately and fitted in place and held therein in any suitable manner.

D D are the ends of the line of pneumatic i tube, which respectively enter and pass out of the lower part of the annular casing, as shown.

E is agate, made, preferably, of thin sheetsteel. It slides in ways F F, which are fastened to the front of the diaphragm, shown in Figs. '1, 2, 5, and 6.

G is a lever somewhat like a bell-crank lever, pivoted at H to lugs I, made on the annular casin g, and J is a connecting-rod, which is pivoted to the bell-crank G and to lugs I, attached to the gates E, as shownthat is to say, there is a depression or recess, J pressed into the back side of the gate, and the lugs are firmly riveted thereto, as shown. By this construction the rivet-heads do not interfere with the sliding of the gate, and it is easily made air-tight. The free end K of the bell crank projects through a slot, K, in the end of the tube marked D, so that when the gate is shut the free end of the bell-crank lies di rectly in the path of the carrier during its passage along the tube.

L L are slits or openings formed in both the ends D and D of the pneumatic tube within the casing and at opposite sides of the dia: phragm C and gate E.

M is a spring-cushion or equivalent bunter, which receives the blow of the bell-crank lever when it is forced upward by the passage of a carrier, as will be hereinafter explained, and as shown by dotted. lines in Fig. 1.

N N (see Fig. :4) are two holes drilled in the end of the plug N of the spring-casing P, whereby it may be screwed in place.

Q is a branch pipe, which engages with an inertia of the bell-crank being taken up by opening, Q, on the side of the annular casin g, through which the air-current passes, as will be hereinafter explained, whereby the continued circulation is maintained.

Referring now to Fig. 3, R is the outgoing main-line tube, and S is the return main-line 3 tube. T is the outgoing branch tube to substation U, and V is the return-tube, which joins the main-line return-tube, as shown. \V is the tube which connects with the blower, which generates the blast. A suction maybe applied in any desired manner to the end of the return main-line tube, as at X, if desired.

Y Y Y are carrier receiving-cocks, sub stantially like those now in use in pneumatictube systems, and which do not require specific description here. Any preferred form thereof may be used.

Z Z Z are three of my new devices ar anged as terminal valvesthat is to say, in them all the branch pipe for the continuation of the circulation of the air-blast enters the easing between the diaphragm and the inlet-pipe. Two of them, Z and. Z, arelocai ed at the termini of two lines, or, in other words, at stations, and are provided with delivery-spouts A A. The other one, V although in construction and operation the same as the terminal valves Z and Z, is not at the end of a line, but in the branch-line tube. Consequently, instead of delivering the earri er out from the tube, it delivers it into the main-line returntube, as hereinafter set forth.

Z is one of my devices arranged as a valve in the main line. 'lherefore in this construction the branch pipe Z, for the continuation of the air-circulation, enters the casing A at that side of the diaphragm O which is farthest from the air-inlet pipe R, in this respect differing from the valves Z, Z, and Z The operation of the apparatus as thus far described is as follows: As stated in said Clay patent, there is a continuous current or blast of air circulating at all times through the outgoing and return. tubes of the main line and of each branch or sub-station line. The operator ascertains to which station he desires to send the carrier, which we will assume to be thebranch station, U, shown in the drawings, Fig. 3. He then operates the switch B by electrical appliances, as set forth in said Clay patent, or by any other suitable apparatus, and then putting the carrier into the receiving-cock Y it is blown through the main-line outgoing tube R until it comes to the switch 13. It is by it deflected from the main line into the branch tube T, the carrier resetting the switch in its passage over the inwardlyextending end R thereof, as set forth in said Clay patent, and it is thence blown through the tube T, shown at T, until it comes to the terminal valve Z. It enters the terminal through the extension of the tube T within it and strikes the end K of the bell-crank lever a sharp blow. This causes the bell-crank to move quickly upward, carrying the gate E with it, as shown in Fig. 1 in dotted lines, the

the cushion M without injurious shock. The cushion also acts to instantly throw the lever and the valve back again to theiroriginal position, closing the gate-opening; but before this takes place the carrierhas passed through the gate into the delivery-spout A, and 3 through it into a suitable receiver placed to catch it, being carried now by its own inertia, because the blast of air is cut off by the re closing of the gate. The air escapes from the tube T through the slits or opening L therein into the interior of the valve-casing, and from it enters the pipe D (See Fig. 3.) This pipe D has a receiving-cock, Y ,in it, whereby the carrier may be introduced into the returnpipe V. This return-pipe has no connection with the valve-casing of the station Z, but returns directly to the main-line return-pipe S, which joins at E. In order, however, that the air may be continued in its circuit throughout the entire pipe system, there must be a valve placed in the branch return-pipe V, to revent the air from blowing directly through it into the main-line return-pipe, thus cutting out all current in the system which lies beyond the first outgoing and returning branch pipes. Such valve is seen at Z as before described. Its construction is the same as the valve Z, when, however, it acts as a terminal valve. The carrier is propelled by its inertia through the valve Z and through the short length of return-pipe (marked V) until it reaches the main-line return-pipe S, where it is caught by the return-current and blown by it back to the home or main station. The air-current proceeds from the valve Z as before describedthat is to say, it passes through the slits L in the side of the i nlet-tube V into the casing of the valve, and thence through the pipe Z' into the valve Z and thence returns to the outgoing maii'i-line tube R and proceeds to and through the remaining station, as before stated, one of which only is shown at Z. In this station the terminal is shown as in a vertical posit-ion, whereas at Z and Z it is shown in a horizontal position. The main-line valve Z is also shown in vertical position. They are so shown in order that the construction and arrangement of the tubing may be more clearly understood, and also because they are used with equal success in either position, and I wish to so illustrate them in my drawings. \Vhen horizontallyarranged, I prefer to employ a spring, F, to insure the return of the gate to its closed position. The construction and. arrangement of the branch pipe I) from the terminal Z to the receivingcock Y is fully and plainly seen at the right of Fig. 3. These parts may be variously arranged, however, to'accomplish the desired result.

I have not yet described the construction and operation of the parts when the operator desires to send the carrier to a point other than to a branch station. It is as follows, assuming that he wishes to send it to the very end of the main line past all the branch stations: As has been already stated, the main line is normally always open, for the reason that no carrier can pass the switch which shunts it off to any branch station without opening the main line again by automatically reopening the switch as it passes through it. This being the case, the operator will not use any of the electrical switch-set ting devices when desiring to send a carrier down the main line, but will simply put the carrier into the receiving-cock and start it down the tube R. \Vhen it comes to the valve Z it will open it in exactly the same manner it did the valve of the terminals already fully described, and as soon as it has passed through the valve it will be caught by the blast coming through the pipe Z which air-blast enters the extension of the tube R through the opening L, and will be carried by it down the main line. In like manner the carrier will open and pass through each of the gates in turn as it meets them, it being of course understood that there is a valve in the main line similar to the valve Z at each place where an outgoing branch tube leaves the main-line tube-in other words, adjacent to each switch and behind itwhercby the aircurrent may be intercepted and sent through the lu'anch-tube systems.

Each of the valves Z in the branch returntube is placed as close as maybe to the point where the return branch tube joins the mainline return-1 ubc, because the carrier must be propelled from the valve to and into the mainline return-pipe by its own inertia alone.

The necessity of the valves Z in the main line is of course obviousz'. 6., that thereby the current or blast of air may be made to traverse to and return from each of the branch stations in turn, returning each time to the main line, along it to the next branch, out and back to and from it, and then along the main line again to the next branch, and so on both in the outgoing and returning circuits.

It will be seen, as before stated, that my new valve is adapted to use as a-terminal at a station, as seen at Z and Z, or as what I will call a terminal valve in the line, at Z or as a regular valve in the main line, as at Z, and all without the slightest change in construction, simply a difference in the location of the hole Q in the side of the valve casing, through which the branch pipes D and Z enter, and this change is effected by simply unscrewing the side of the case which contains this hole, turning it around somewhat and rescrewing it in its new position, so as to bring the hole the other side of the diaphragm O. I so drill the screw-holes that this may be quickly and accurately accomplished.

In Figs. 4, 5, and (i 1 show somewhat in detail the construction of the gate, the bellcrank lever, the gate-slides, &c. .The slides are shown at F, the gate at E, the bell cranlc lever at G, the cushion at M, the lugs for the support of the bell-crank lever at I, the pivot; on which it turns at II, the connecting bar or bars between the bell-crank lever and the gate at J, and the lugs on the gate at I It will be understood that the gate fits very looselyin its ways and that all its movements are very free. It act-s as a cut-oil for the air by reason of the pressure of the air against it, which forces it close against its seat in a manner now well understood.

It is obvious that if it be not desired to return the carrier or other thing conveyed from the branch or other like station to the home or sending station, then the receivingcock Y and the tube D and the return-tube V, and of course the valve Z may all be omitted. Then a tube, should run direct from the chamber of the valve Z to the valve Z beyond the diaphragm, as shown in dotted lines in Fig. By this means the air-current will be returned to the main-line outgoingtube R. It is also obvious that the circulation-tube Z" could join the main-line outgoing tube just beyond the valve Z instead of Within the chamber therein beyond the diaphragm, because the inertia of the carrier will carry it through the valve and into the extension of the tube R suiticiently far to bring it under the infi uence of the air-current; but I prefer the method shown, because thereby the connection can easily be made through the already-prepared opening Q in the side of the valvebasing, and also because the nearer the valve that this connection is made, provided it is not directly on the valve, the better.

I do not limit myself to the details of construction shown and described. It will be manifest to those skilled in the art that man y alterations may be made therein and still my invention be en'iployt-ad.

I claim,-

1.. In a pneumatic-tube system, the combination of an outgoing tube, an automaticallyacting valve constructed and arranged to allow the passage of the carrier through and beyond it, a return-tube, a receiving-cock placed in the return-tube, and a connecting pipe between the automatic valve and the re ceiving-cock, substantially as set forth.

2. In a pneumatic-tube system, the combination of an outgoing main-line tube and a re turn-tube, an outgoing branch tube, a switch adapted to shunt the carrier from the mainline outgoing tube into the branch tube, an automaticallyacting valve in the outgoing branch tube, constructed and arranged to al- ITO low the passage of the carrier through and beyond it, a receiving-cock at the branch station, a pipe connecting the automatic valve at the branch station with the receiving-cock, and a return-tube which joins the main-line return tube, provided with an automatic valve, substantially as shown, and an automatic valve in the main-line outgoing tube and a delivery-valve at the end thereof, and connecting-tubes between the valve in the branch return-tube and the valve in the mainline outgoing tube and between the valve at the end of the main-line outgoing tube and the receiving-cock in the main-line returntube, substantially as set forth.

The combination, in a pneumatic-tube system, of outgoing and returning main-line tubes and outgoing and returning branch tubes with a switch and automatic valves, substantially as set forth, in the branch return and in the main-line tubes, and a connecting-tube between the valve in the branch return-tube and'the main-line tube, whereby the circulation of the air is maintained, and receiving-cocks at the several stations, substantially as set forth.

4. The combination, in a pneumatic-tube system, of outgoing and returning main-line tubes and a branch tube provided with a switch,valves, substantially such as described, in the outgoing main-line tubes near the branch tube and in the outgoing branch tube, and a tube connecting the valve in the branch tube with the main-line outgoing tube beyond the valve therein, substantially as set forth.

5. In a pneumatic-tube system having outgoing and returning main-line tubes and outgoing and returning branch tubes, a valve, substantially as described, interposed in the return branch tube, whereby the current is deflected through a connecting-tube to the mainline tube beyond the junction of the outgoing branch tube with it, and another valve placed in the outgoing main-line tube adjacent to the junction. of the branch tube with it, whereby the air is caused to circulate to the branch station before continuing down the mainline tube, substantially as set forth.

6. The combination, ina pneumatic-tube system, of outgoing and returning main-line tubes, outgoing and returning branch tubes, a switch placed at the junction of the outgoing branch and main tubes, constructed and arranged to be automatically shifted by tially as set forth.

7. A valve for pneumatic-tube systems,

comprising a case having an opening in one side and divided crosswise by an apertured diaphragm, a gate adapted to cover the aperture in the diaphragm, inwardly-extending tube ends coincident with the aperture in the diaphragm and provided with necessary openings for the passage of the air, and a lever attached to the gate, one end whereof lies in the path of the carrier, whereby the carrier will automatically open the gate, substantially as set forth.

8. A valve for pneumatic tube systems, comprising a case having an opening in one side and divided crosswise by an apertured diaphragm, a gate adapted to cover the aperture in the diaphragm, inwardly-extendin g tube ends coincident with the aperture in the diaphragm and provided with necessary openings for the passage of the air, and a lever attached to the gate, one end whereof lies in the path of the carrier, and aretractile spring for the gate, whereby the gate will be automatically opened and closed upon the passage of the carrier, substantially as set forth.

9. A valve for pneumatic tube systems, comprising a case having one side removable and provided with an opening, the case being divided crosswise by an apertured diaphragm, a gate adapted to cover the aperture in the diaphragm, inwardly-extending tube ends coincident with the aperture in the diaphragm and provided with necessary openings for the passage of the air, and a lever attached to the gate, one end whereof lies in the path of the carrier, substantially as set forth.

10. A gate constructed and arranged to be used in the closing of openings in pneumatic tubes, consisting of a piece of sheet metal having a depression made therein within the area of the hole which the gate closes, and lugs riveted to the reverse side of the gate from the gate-seat, the rivet-head lying within the depression, substantially as set forth.

11. A valve for pneumatic-tube systems, comprising a case divided crosswise by an apertured diaphragm, a gate adapted to cover the aperture in the diaphragm, inwardly-extending tube ends coincident with the aperture in the diaphragm and provided with necessary openings for the passage of the air, and a lever attached to the gate, one end whereof lies in the path of the carrier, substantially asset forth.

Signed at New York, in the county of New York and State of New York, this 20th day of November, A. D. 1888. Y

CHAS. A. LIEB.

*itnesses:

WILLIAM EcK, PHILLIPS ABBOTT. 

